Urban Corridor Management for Heterogeneous Traffic Conditions URBAN CORRIDOR MANAGEMENT FOR HETEROGENOUS TRAFFIC CONDITIONS A CASE

E STUDY OF AMEERPET - KUKATPALLY CORRIDOR, HYDERABAD * J Pradeep Chaitanya and ** Dr. C.S.R.K Prasad _________________________________________________________________________ ABSTRACT Road traffic has been growing at a tremendous pace due to the combined effect of population growth, increase in vehicle ownership and individual mobility which results in congestion, delays, accidents etc. The ultimate goal of any corridor management study is to improve the mobility of the corridor within the available facilities using the corridor management strategies. This paper presents the effort that was made to understand and evaluate the performance of the study corridor which is of 6.1Km with six signalized intersections and five mid blocks, and suggests the management measures by causality analysis. Performance evaluation includes peak hour identification, Delay, Capacity & LOS at mid blocks and intersections followed by the Identification of bottlenecks by plotting speed contours and suggesting management measures keeping in mind that those have to be of low cost solutions, easily executable, effective and road user friendly. 1. INTRODUCTION Urban traffic in India is heterogeneous in character. It consists not only of fast moving motor traffic but also of primitive modes such as animal drawn vehicles. Motor traffic itself consists of cars, light vans, different kinds of commercial trucks, buses, scooters, auto rickshaws and motorcycles etc. Animal drawn vehicles could be bullock carts or horse drawn vehicles. There is considerable volume of cycle traffic and in some towns cycle rickshaws also ply. Pedestrian traffic is very heavy in urban streets due to high density of population. The very wide variety of traffic units with their great disparity of size and speed creates a number of problems and areas of conflict. 1.1 Definitions A Corridor can be defined as A broad geographic band, connecting population and employment center, served by various transportation modes, within which passenger and freight travel, land use, topography, environment and other characteristics are evaluated for transportation purposes. The Corridor Management can be defined as A Corridor Management Plan is a document that identifies the recommended system management strategies for a given facility based on comprehensive performance assessment and evaluation and suggesting effective management measures. (Corridor Management, Hand book, Vermont Agency of

Transportation, 2005).
_________________________________________________________________________ * J Pradeep Chaitanya, Assistant Engineer (Highway Designs), Egis India Consulting Engineers Pvt. Ltd. (Corresponding Author) ** Dr. C.S.R.K Prasad, Professor & Head, Transportation Division, Department of Civil Engineering, NIT Warangal.

Urban Corridor Management for Heterogeneous Traffic Conditions 2. NEED FOR THE STUDY Road traffic has been growing at a tremendous pace due to the combined effect of population growth, increase in vehicle ownership and individual mobility. This growth in traffic results in congestion, delays, accidents etc. The present transportation infrastructure is inadequate to cater to the increasing traffic. Improper design of junctions, inadequate carriageway width and irregular parking on the carriageway are reducing the flow rate on the corridors. In order to alleviate all these problems, corridor management is necessary. The ultimate aim of any corridor management study is to improve the mobility of the corridor within the available facilities using the corridor management strategies. 3. ABOUT THE STUDY AREA Hyderabad, the capital of Andhra Pradesh has emerged as most preferred destination for innovative technologies. The main growth driver in Real Estate Market is IT, ITES and BPO industries. Hyderabad, during the last 7- 8 years has witnessed development of around eight large world class IT parks by leading Indian and global construction groups. The study corridor starts from Srinagar Jn at Ameerpet and ends at Y- Junction at Kukatpally, which lengths of the corridor was 6.1 Km, passing through main shopping centers in the city and the major junctions such as Mythrivanam, SR Nagar, Erragadda, ESI. Ameerpet is the busiest commercial area located at the north western part of Hyderabad, its well known in the city as the hub of software training institutes. Until the early 90's, the area mostly consisted of vacant plots and roadside restaurants to serve the traffic along NH9. Today it is a bustling locality with several commercial establishments along with high pedestrian and vehicular traffic.

Figure 1: Ameerpet to Kukatpally Corridor Map

The above figure shows the study corridor with the alternate route along the main corridor, which was developed using Arc GIS.

Urban Corridor Management for Heterogeneous Traffic Conditions

Fig. 2 Ameerpet to Mythrivanam mid block

Fig. 3 Mythrivanam to SR Nagar mid block

Fig. 4 SR Nagar to ESI mid block

Fig. 5 ESI to Erragadda mid block

Fig .5 to 6 shows all the five mid Figures 2 ESI to Erragadda mid block blocks in the corridor which are a part of NH 9 which is from Mchilipatnam to Pune, passing through the states of Andhra Pradesh, Karnataka & Maharashtra with a length of 841 Km.

Fig. 6 Erragadda to Kukatpally mid block

Urban Corridor Management for Heterogeneous Traffic Conditions 4. STUDY METHODOLOGY

Figure 7: Adopted Corridor Management Methodology

The above figure 7 shows the adopted Corridor Management Methodology. After thoroughly reviewing various Corridor Management practices around the globe such as Western, Australian and European, a best methodology suited for Indian traffic conditions has been suggested. 4

Urban Corridor Management for Heterogeneous Traffic Conditions 4.1 Identification of the Study Corridor The Present Corridor has been identified by Hyderabad Metropolitan Development Authority (HMDA), which was the busiest Corridor of Hyderabad. 4.2 Physical inventory of the corridor This gives a brief physical layout of the corridor taken up for study and the summary of road inventory was presented in Tbale.1

Table 1: Physical Inventory (width of pavement and Shoulder) Width of the Pavement (m) Segment Name & No. Srinagar Jn to Mythrivanam Mythrivanam to SR Nagar SR Nagar to ESI ESI to Erragadda Erragadda to Kukatpally Y Jn.
4.3 Traffic Data Collection The traffic studies are to be conducted to measure the traffic flow and to understand the traffic behavior within the corridor. The traffic studies required for the corridor management are as follows: Traffic volume studies Floating car studies Delay studies at intersection Travel time estimation

Maximum Minimum Average 14 14 17 13.3 10.5 7 14 4.2 10.5 7 10.5 14 7 10.5 7

Shoulder 1.5 2.0 1.0 1.0 1.5

Length(m) 1100 700 700 1000 2600

4.4 Data Analysis The data collected is to be processed and to be analyzed to know the problems within the corridor. Analysis of the data includes the following: Capacity, LOS estimation for the mid blocks and Delay, LOS of Intersections Bottleneck identification by plotting speed contours Estimation of avg. Journey and Travel time Speed profile for peak and off peak hours

For the estimation of Capacity of mid blocks MORTAB and Chari method and Speed Flow Curve technique both were used for four lane divided and six lane divided roads respectively and the LOS is given based on HCM 2000. For the estimation of Delay at intersection Stopped delay and acceleration-deceleration delay were considered and evaluated based on HCM 2000.bottlenecks have been identified and cross checked with two softwares MINITAB 15 and D-PLOT by drawing speed contours in it and the results were identical.

Urban Corridor Management for Heterogeneous Traffic Conditions 5.3 Results of Volume Counts The traffic volume data was collected at every intersection and at every mid block for 3 hours either in the morning or in the evening peaks. The peak hour volumes and its variations were shown in Figure 8. Where SR Nagar intersection is having the highest peakhour volume and when the segments are considered SR Nagar ESI segment has recorded the highest peak hour volume.

PEAK HOUR VOLUMES (PCU'S/Hr)

18000 16182 16000 14000 12000 10000 8000 6000 4000 2000 0 5076 13105 PEAK HOUR VOLUMES (PCU'S/Hr) 12741

8848 6713 4853 5292 4845 4602 6721

Figure 8: Peak hour variations in the corridor

5.4 Capacity and LOS of Mid Blocks For the capacity estimation of SR Nagar to ESI & Erragadda to Kukatpally mid blocks MORTAB Chari method was adopted and for the remaining, speed flow curves technique has been adopted. Determination of the service volume (SV) for 10% Slow Moving Vehicles and for the level of service C, the service volume for the tow-lane one-way as shown in Table 2

Urban Corridor Management for Heterogeneous Traffic Conditions TABLE 2: Mode Wise Distribution DSVS MODE CARS BUS TRUCKS AUTOS 2 WHEELERS DSV 2075 1820 1445 1935 3300 .(1) . (2)

Capacity of Single Lane = Capacity * (100/(100 - % of SMV)) Capacity of whole Segment = Capacity of single lane * 2 From the traffic volume counts we have a % of SMV of 10.

The capacities & LOS of the mid blocks has been illustrated in the Table .3 Table 3: Capacities of the Mid - Blocks SEGMENT NAME Ameerpet to Mythrivanam Mythrivanam to SR Nagar SR Nagar to ESI ESI to Erragadda Erragadda to Kukatpally CAPACITY (vph) 4200 4465 6246 4560 5688 V/C 0.766 0.835 0.763 0.827 0.756 LOS C D C D C

5.5 Delay and Los of Intersections The Delay & LOS of all the six intersections were illustrated in Table 4. Where delay was a summation of stopped and acceleration - deceleration delay. Table 4: LOS of the Intersections INTERSECTION NAME CONTROLLED DELAY (Sec/Veh) LOS Srinagar Jn Mythrivanam Jn SR Nagar Jn ESI Jn Erragadda Jn Kukatpally Y Jn 5.6 Bottleneck Analysis The bottleneck analysis has been carried out by using D-PLOT and MINITAB 15 by taking Time, Distance and Speed on X,Y,Z axis respectively. Since it was a split contour one can identify the bottleneck within the corridor with time, place, length and duration of the bottleneck. The results were identical in both the softwares. 7 16.4 + 1.9 = 18.3 37.9 + 1.5 = 39.4 65.2 + 1.8 = 67 24.1 + 1.3 = 25.4 23.4 + 1.5 = 24.9 49.6 + 1.3 = 50.9 B D E C C D

Urban Corridor Management for Heterogeneous Traffic Conditions

Figure 9: Speed Contour Plot for Ameerpet Kukatpally Corridor using D - Plot

Figure 10: Speed Contour Plot for Ameerpet Kukatpally Corridor using MINITAB 15

Urban Corridor Management for Heterogeneous Traffic Conditions

Figure 11: Speed Contour Plot for Kukatpally - Ameerpet Corridor using D - Plot

Figure 12: Speed Contour Plot for Kukatpally - Ameerpet Corridor using MINITAB 15

Urban Corridor Management for Heterogeneous Traffic Conditions A bottleneck is taken as granted when the length is greater than 100m with the speed less than 20 Kmph. It was observed that there are four bottlenecks in the corridor with 2 on either side. The bottlenecks were identified in SR Nagar ESI, Ameerpet Mythrivanam, Mythrivanam Ameerpet, Kukatpally Erragadda segments in the peak times, out of which Kukatpally Erragadda Segment was identified as the Largest bottleneck with 400m of length. 5.9 Delay At Mid Blocks To identify the delays at the mid blocks floating car technique has been adopted, whose results are presented in the Tables.5, 6 below. Table 5: Summary of Floating Car Technique for Ameerpet Kukatpally AMEERPET - KUKATPALLY PEAK OFF PEAK ELEMENT TIME TIME Avg. Journey Time (Min) 13.08 8.15 Avg. Running Time (Min) 12.35 7.76 Avg. Journey Speed (Kmph) 27.15 44.73 Avg. Running speed (Kmph) 29.07 47.67 Avg. Delay (Sec) 44 23 Table 6: Summary of Floating Car Technique Kukatpally Ameerpet KUKATPALLY - AMEERPET PEAK OFF PEAK ELEMENT TIME TIME Avg. Journey Time (Min) 15.33 9.76 Avg. Running Time (Min) 14.35 9.43 Avg. Journey Speed (Kmph) 24.96 41.53 Avg. Running speed (Kmph) 26.32 44.19 Avg. Delay (Sec) 59 20

It could be observed that the average delay is comparatively higher for Kukatpally segment than the other side. 5.10 Speed Profile The speed profile study has been done with the help of floating car technique to compare the speed variation within the corridor between peaks and off peaks. Figure 13 shows the variation of speeds along the corridor.

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Urban Corridor Management for Heterogeneous Traffic Conditions

AMEERPET - KUKATPALLY
100 90 80 70 SPEED (Kmph) 60 50 40 30 20 10 0 100 300 500 700 900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500 4700 4900 5100 5300 5500 5700 5900 6100 DISTANCE (m)
Figure 13: Comparison of Speed Profile along the Corridor

OFF - PEAK PEAK

5.11 Causality Analysis Causality is analysis is carried out during the data collection period, in which the problems and their reasons were identified. Table 5: Causality analysis & Management measures LOCATION Mythrivanam Jn Mythrivanam Jn Mythrivanam Bus Stop PROBLEM Pedestrian crossing Minor leg experiencing more delay High speeds of the vehicles, pedestrian crossing Encroachments and side friction Illegal median opening Pedestrian crossings causing interference to the through traffic. MANAGEMENT Separate phase for pedestrain crossings, Install bullbouts Green time has to be altered

Install speed breakers or cushions or a speed hump, Foot over bridge Encroachments need to be strictly cleared Must be closed Raised median, so the crossings will be done at the esi jn.

Fruit Market Fruit Market Erragadda jn.

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Urban Corridor Management for Heterogeneous Traffic Conditions SR Nagar Jn, ESI Jn SR Nagar Jn Signal jumping Delay and queue length are getting increased for the minor leg Slowing down of speeds because it was located very next to the narrowed road at darga. Encroachments and side friction. Illegal median opening Tyre flattening Close the divider which is just 28m of length

ESI Bus Stop

Must be relocated after 300m

Moosapet Moosapet bus stop Kukatpally y jn.

Encroachments to be strictly cleared Must be closed

Buses are stopping on the passengers request at the junction

Bus stop has to be relocated at a distance of 250m from the y jn. Install a speed hump just before the intersection so as to reduce the speed of the through traffic

6 SUMMARY & CONCLUSIONS The peak hour volume is high for SR Nagar Intersection, Similarly SR Nagar ESI segment in mid blocks. Delay is high at SR Nagar intersection and less at Sri Nagar intersection. SR Nagar ESI mid block is having the Maximum capacity, Where as Ameerpet Mythrivanam is least. Delays in the mid blocks are noticeably high. Total four bottlenecks were identified. The encroachments are severe problem because of their adverse impact on Capacity. When the overall corridors performance is considered, The Corridor is performing up to the satisfactory level in the Present Conditions but questionable for the Future Traffic Conditions. It can be improved when the pedestrian crossings are made easier for which the management measures have already been suggested. Improving the corridors performance is not only in the hands of transportation professionals and the governing bodies, but the major contribution has to come from the road users (Public) that they need to obey the traffic rules and switch to public transport instead of travelling alone in a car. 7. ACKNOWLWDGEMENT The Author is Thank full to Sri S. Subbarao, Additional Commissioner (Traffic & Transportation) GHMC, and Sri madwaraj, Chief Engineer, HMDA, for suggesting the study corridor and their support throughout, traffic data collection. The author is also thank full to Hyderabad traffic police for their continuous support and enforcement during traffic surveys.

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Urban Corridor Management for Heterogeneous Traffic Conditions

8. REFRERENCES 1. Hyderabad Urban Development Authority (1983). Hyderabad Area Transportation Study. Hyderabad 2. S.S Rathore et.al (2003), Overall Corridor Management , Journal of the Indian Road Congress, March, pg 939 - 984. 3. Hyderabad Urban Development Authority (2003). Draft Master Plan for Hyderabad Metropolitan Area Hyderabad. 4. Vermont Agency of Transportation, (2005)Vermont Corridor Management Handbook, July 5. Piyush Kansal et.al, (2005), Traffic Management Plan for Central Kampala, Urban Transport Journal December 2005. 6. Erik Alm et.al (2007), An Integrated Methodology for Corridor Management Planning, TRB Journal, August. 7. The World Bank, (2007) Best Practices in Corridor Management, February. 8. Kohinoor Kar et.al (2009) An Overview of Mobility and Safety Issues Related to Highway Transportation in India ITE journal, August, pg 40-45. 9. Texas DOT, (2009)Urban Mobility Report 2009, July.

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